Induction exhaust system

ABSTRACT

A induction exhaust system, for an internal combustion engine, capable of the multi step processes of 1) scavenging the chamber of exhaust gases and free radicals, 2) breaking the scavenge vacuum wave behind each energetic exhaust pulse, releasing said free radicals and the overscavenged air fuel vacuumed from the intake manifold during valve overlap, and 3) induction of such free radicals, unburned fuel, and fresh matter including atmospheric air. Such multi step process 1) relatively improves the fuel efficiency of such engines by reducing the wasted potential energy normally expelled by exhaust systems; unburned fuel, sound pressure energy, waste heat energy, energy rich free radicals formed by incomplete combustion, and energy rich catalytic converter products rich in potential energy that can be further combusted via induction, 2) increases catalytic converter efficiency by forcing unburned air fuel and free radicals to make multiple passes through such converter, thereby increasing residency time, 3) reduces emissions of undesirable compounds and free radicals via induction, 4) improves relative effective octane rating of fuel used by creating a unique composition of matter that acts to refract and reflect sonic detonation shock waves, disrupting and disbursing them, reducing detonation, thereby improving combustion efficiency, and 5) allows a new means to direct combustion process products and/or remove undesirable products, and/or introduce desirable matter into a combustion chamber, allowing further alteration of such unique composition of matter layered on top of such engine&#39;s prime mover combustion surface, and 6)including an adaptive means to dynamically optimize its function.

CROSS REFERENCE TO RELATED APPLICATIONS

[0001] None.

STATEMENT REGARDING FEDERAL SPONSORED R & D

[0002] None.

REFERENCE TO SEQUENCE LISTING

[0003] None.

BACKGROUND OF THE INVENTION

[0004] 1. Technical Field

[0005] This invention relates generally to exhaust systems for internal combustion engines.

[0006] 2. Description of Related Art

[0007] In the early days of exhaust development, when flat head engines were common, scavenge resonant exhaust systems helped to remove residual exhaust gases from the combustion chamber & helped to initiate intake flow into the combustion chamber. Scavenge has evolved into expanding tube extractors, anti-reversion mufflers and structures to prevent loss of scavenge vacuum at low rpms. During this time, cylinder head design has evolved from flat heads to overhead designs incorporating three, four, five and even eight valve per cylinder designs. Combining state of the art scavenge technology with state of the art head designs creates “overscavenge;” a situation where raw, unburned air fuel is swept through the combustion chamber during valve overlap, and out of the tail pipe. Horsepower is lost due to reduced dynamic cylinder pressure. Fuel economy is lost due to the quantity of fuel and free radicals left unburned. Emissions increase as unburned matter is vacuumed out of the engine into the atmosphere. Catalytic converters were added in 1975 to incinerate such unburned products; restricting flow while emitting cyanide (CN—) compounds.

BRIEF SUMMARY OF THE INVENTION

[0008] Therefore the objects of the present invention are as follows: to provide an induction exhaust system for an internal combustion engine which improves the thermal-mechanical conversion efficiency of the engine over conventional exhaust systems by; creating precisely timed events; 1) a scavenge event (where exhaust gasses are removed from cylinders of the engine), 2) a vacuum break event (to stop overscavenging of unburned air fuel), and 3) a pressure event wherein energetic free radicals, unburned air fuel and other desired matter are inducted via the engine's exhaust port. Such timed events increase engine efficiency and reduce fuel consumption and emissions.

BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The features, objectives, and advantages of the preferred embodiment of the invention will become more apparent from the detailed description set forth below when taken in conjunction with the drawings wherein like parts are identified with like reference numerals throughout, and wherein:

[0010]FIG. 1 is a cut away view of an internal combustion engine 3, its intake 3.1 and exhaust manifold 3.2 wherein a high velocity, high temperature exhaust pulse 1 creates a vacuum that draws energized free radicals 2, created when the combustion process is interrupted by the exhaust valve opening event. Such free radicals are, followed by raw unburned air fuel 3.2 drawn out of the intake manifold and through said engine during valve overlap period. Such unburned matter is known collectively as “overscavenge.”

[0011]FIG. 2 is a similar cut away view representative of two or more cylinder 4.5 & 4.6 exhaust ports 4.3 & 4.7 connected using a scavenge header 4, allowing the exhaust pulse 4.1 scavenge of the prior cylinder 4.5 to draw upon the exhaust pulse 4.7 of the following cylinder 4.6.

[0012]FIG. 3 demonstrates how such scavenge tends to create a stronger, longer duration vacuum that tends to pull a larger volume of free radicals and unburned air fuel 5.2 & 5, which are pushed out of said header 5, by exhaust pulse 5.1, wasting air fuel mixture, and energy remaining in such free radicals. As cylinder head flow design has improved over the years, overscavenge has increased as a result. Headers offer less performance improvement on more modern, high flow cylinder heads and intake systems.

[0013]FIG. 4 demonstrates how an induction exhaust system uses a vacuum break chamber 6, during valve overlap period 7.4, which allows air 7, to flow into the vacuum region 7.2 behind said exhaust pulse 7.1.

[0014]FIG. 5 follows FIG. 4, and demonstrates how atmospheric air pressure entering behind said exhaust pulse 8, tends to push overscavenge 9, back into said engine exhaust port 9.1, and tends to reduce the vacuum drag upon said pulse 8, allowing it to travel more easily out of the system.

[0015]FIG. 6 follows FIG. 5, and demonstrates how an induction exhaust system uses inward flowing atmospheric air 10.1 to create a unique form of matter that is applied more or less in layers upon the top surface of the piston 10, allowing such energy contained in unburned air fuel overscavenge 10.5, free radicals 10.4, atmospheric air 10.3, and fresh air fuel from the intake tract 10.2, to be burned, some of it for the second time, in such engine's subsequent combustion (power) stroke.

[0016]FIG. 7 shows how a catalytic converter 11 could be placed in such induction exhaust system. As exhaust pulse 11.4 scavenges free radicals 11.2 and unburned air fuel overscavenge 11.1 through converter 11, such free radicals and unburned air fuel are catalytically converted into cyanide compounds (HCN & CN—R) 11.3.

[0017]FIG. 8 follows FIG. 7 and shows how energy rich catalytic converter products and overscavenge 12, are inducted into cylinder 11.5.

[0018]FIG. 9 follows FIG. 8 and shows the unique composition of matter 13, created by such induction exhaust system when a catalytic converter is added between such engine and such vacuum break chamber. Such matter is composed of unburned air fuel overscavenge 13.1, free radicals 13.2, Cyanide compounds 13.3, atmospheric air 13.4, and fresh air fuel from the intake tract 13.5, to be burned, some of it for the second time, in such engine's subsequent combustion (power) stroke.

[0019]FIG. 10 shows how herein described induction exhaust can be applied two, or more, cylinders. Cylinders 15.2 and 17.2 are connected with a common vacuum break junction 14, which further conserves energy by using rapidly existing exhaust pulse 15, creating column pressure 16 to pressurize and flow through vacuum break passage 14 to form a pressure to more effectively force induction 17 of overscavenge 17.3 into a earlier timed scavenge wave 18, while pushing behind such earlier exhaust pulse 17.1. Such combined system tends to offset the slowing effects of compression wave 16 on an exiting exhaust pulse 17.1 by later relatively helping to push 18 the exhaust pulse 17.1 out of the system as it leaves the system. Such induction exhaust system flip flops in operation, using normally wasted exhaust pulse energy to force induction of overscavenge while conserving energy by forcing expulsion of a more advanced exhaust pulse in such system.

[0020]FIG. 11 shows how a booster chambers 19 & 20, can further circulate compressed air energy 20 and 21, returning such pressure flow through such vacuum break chamber 22 and tube 23, to more forcefully induct overscavenge 23.3, while more forcefully 24 ejecting exhaust pulse 23.1. Compression energy drag at 20, on exhaust pulse 23.1, is almost equal to expansion energy push expended at 24. So, even though less matter is expelled at 21.2 & 23.2, due to induction of overscavenge, exhaust pulse are not slowed down to any great degree. Therefor, more exhaust pulses can reside in a given physical sized induction system, without creating excessive back pressure to outward exhaust flow.

[0021]FIG. 12 shows how a multi cylinder engine exhaust 25.2 exiting through a single converter 25.1 can use a “Y” adapter 25 to split the exiting exhaust pulse between two vacuum break chambers flow connected via a tuned cross over tube 26. The “Y” adapter 25 can be replaced with a vacuum break—resonant chamber 27.1 vacuum break assembly 27, allowing the two chambers connected via said tuned cross over tube 26, to become boost chambers.

[0022]FIG. 13 shows how resonant pressure waves from resonant chamber 28.7 act to create pressure returned to vacuum break chamber to increase induction pressure. When exhaust pulse 28 passes vacuum break chamber 28.6, a pressure wave is created 28.1 pressurizing boost chamber 28.3 passing through 28.5 pressurizing vacuum break chamber 28.6 flowing behind said exhaust pulse 28.8; releasing said exhaust pulse 28 from the compression and rarefaction wave drag in conventional systems, while forcibly inducting overscavenge. Twin outlet tubes 28.4 act as a “tuning fork”-like resonant network that has multiple resonant frequencies, creating standing and traveling waves that tend to block pressure wave loss from boost chamber 28.3. Resonant chamber 28.7 acts to store and release such pressure waves sympathetically, imitating the symmetrical firing order input from two outlet engine manifolds.

[0023]FIG. 14 shows induction pressure can be increased by modifying tuning fork assemblies into ram air tubes 30 opening into air flow of a moving vehicle 30.1 & 30.2, increases vacuum break pressure in cross over tube 29.2, traveling down 29.4 to forcefully induct overscavenge 29.5.

[0024]FIG. 15 shows how the length of vacuum air break chamber tubes 31 & 32 can act to create resonant pressure waves similar to the resonant mode of a tuning fork. Cross over tube 33 length and diameter can add desired tones to exhaust note. Cross over tube 33 can also add an alternative resonant mode with that of tubes 31 & 32.

[0025]FIG. 16 shows how combined air break chambers 36 & 37, installed between engine exhaust port pipes 34 & 35, changes the chambers 38 & 39 into boost chambers. The added multi mode resonance of the twin tuning fork tubes 41 & 42, and 43 & 44, adding the pressure wave 55 created by exhaust pulse 49, combined with pressure wave 58 created by exhaust pulse 50 through the tuned cross over tube 40 allow greater induction of atmospheric air into induction exhaust system, to increase pressure 56 and resulting forced induction of overscavenge 53 by pressure wave 54.

[0026]FIG. 17 shows actual product application of FIG. 15. Air break chambers 47 & 48 are installed between engine exhaust port pipes 45 & 46, and twin tuning fork exit pipes assemblies 32 & 31 respectively. In this application four catalytic converters, two each (not shown) are located between pipes 45 & 46, and the engine exhaust ports respectively (not shown).

[0027]FIG. 18 shows a comparison chart between a nationally recognized performance muffler system versus the herein described induction exhaust design depicted by FIG. 11. The chart's horizontal axis is scaled in engine rpm. Its vertical axis is scaled in rate of change of engine rpm per 0.2 second. Both tests were performed on a stock 1996 Corvette with stock emissions controls and two catalytic converters.

[0028] Such mufflers are a patented, anti reversion (scavenge) design. So, this comparison is more meaningful than just comparing an ordinary Corvette brand muffler exhaust. This comparison is scavenge versus induction. The herein described induction exhaust illustrated in FIG. 18 appears to offer more acceleration than one of the best scavenge exhaust designs, because the herein described induction exhaust system is more efficient than scavenge a only system on a modern engine.

[0029]FIG. 19 shows an induction exhaust system wherein the vacuum break chambers 61 & 62 are located in the “header” portion of the exhaust and a single boost chamber 65 is located near the exit of the system.

[0030]FIG. 20 shows “header” vacuum break chambers connected to two boost chambers 74 & 75 located near the system exit point.

DETAILED DESCRIPTION OF THE INVENTION

[0031]FIG. 17 is a top plan view showing an induction exhaust system according to the preferred embodiment of the invention. An internal combustion engine (not shown) having at least two sequentially timed cylinders, and at least two exhaust flow manifolds, or collectors, and usually at least two catalytic converters, communicate flow with system inlet pipes 45 & 46 respectively. Upon the arrival of the first exhaust pulse from such engine, it enters inlet pipe 45. Because the exhaust pulse is a very energetic, high temperature mass, released from high cylinder pressures by the operation of the exhaust valve, it reaches a high escape velocity. The exhaust cycle starts with the opening of the exhaust valve, which allows remaining combustion gas thermal energy, cylinder pressure, to be converted into a high kinetic energy gas exhaust pulse column traveling out the exhaust port, into herein described induction exhaust system. Such, first exhaust pulse enters such induction exhaust at tube 45 and travels across air break 47, into exhaust pipe 32B. Said exhaust pulse can not make the sharp turn to exit exhaust 32A because of its mass and resulting momentum. Behind said exhaust pulse is a rarified region created by the high exit velocity of the exhaust pulse, which acts more like a mud ball than a gas stream. Said rarified region, long recognized and utilized in common scavenge exhausts, tends to pull residual, less energetic gases from the engine's combustion chamber. Upon the opening of the intake valve, beginning the intake stroke, a valve ‘overlap” period begins, which typically lasts 60 or more degree of crankshaft rotation, that low pressure, scavenge, condition in the combustion chamber immediately sucks higher pressure air fuel from the intake manifold into the combustion chamber. Immediately, that air fuel is sucked out of the combustion chamber into the exhaust port, again due to a still lower pressure created in the exhaust pipe due to the still exiting exhaust gases. As a result, higher pressure seeks lower pressure, and raw air fuel is sucked out the exhaust port into the induction exhaust system, creating “overscavenge.”

[0032] When the rarefied region, behind the exhaust pulse, enters the vacuum break chamber 47, gases flow from the atmosphere through exhaust system pipe 32A, into vacuum break chamber 47 and continues to flow up pipe 45 toward said engine exhaust port, carrying/pushing overscavenged air fuel back to the engine exhaust port for induction into the combustion chamber as its piston recedes during its intake cycle. This induction via the exhaust port supplements the still flowing air fuel from the intake entering through the intake valve, creating a unique composition of matter on the piston surface as it recedes. The first layer of matter on the piston surface will contain unburned air fuel (from both the intake port and the exhaust port), the second layer will also include free radicals inducted from the exhaust port. The third layer may contain catalytic converter products and atmospheric air inducted from the exhaust port. The final layer will always be air fuel inducted from the intake port (FIG. 6 item 10, and FIG. 9 item 13). The advantages to this unique composition of matter in the combustion chamber are 1) recovery & combustion of otherwise lost energy sources, 2) greater dynamic cylinder pressure yielding a greater thermal-mechanical conversion efficiency, 3) relatively improves octane rating of fuel used by layer interface induced refraction and reflection of detonation shock waves passing through the compressed combustion chamber contents, dissipating the energy of such shock waves, thereby reducing the tendency for unwanted detonation, 4) relatively improves combustion process by placing highly energetic free radicals at the opposite end of combustion chamber from spark plug, allowing combustion to operate from both ends of chamber, 5) allows a leaner air fuel mixture by placing richer mixture closes to spark plug (richer fuel mixtures are easier to spark ignite) and leaner portion (atmospheric air) is farther away from the spark plug, 6) induction of catalytic converter products (HCN & CN—R) allows them to be burned, releasing energy and preventing them from being emitted into the atmosphere, 7) burning all energetic matter available reduces the need to burn more fuel from dwindling fuel reserves, and 8) reduced consumption of fuel reserves reduces production of CO2, CO, and NO_(X).

[0033] At the same time, air is sucked from cross over pipe 33, into vacuum break chamber 47 and out pipe 32B, following said exhaust pulse. As a result of removing air from pipe 33, air is pushed in from pipe 31A & 31B.

[0034] Likewise, when a similar exhaust pulse, from the other engine manifold or header, enters pipe 46, it travels across vacuum break chamber 48 and out pipe 31B into the atmosphere. As before, it too is followed by a rarified region and a resulting overscavenge of unburned air fuel removed from its combustion chamber during its overlap period. The higher atmospheric pressure traveling in pipe 31A enters the vacuum break chamber 48, pushing overscavenge back up pipe 46, into said engine exhaust port and chamber as its piston recedes on it intake stroke.

[0035] Likewise, atmospheric pressure pushes air into and down pipe 32A, across vacuum break 47, down pipe 33, across vacuum break 48 and out pipe 31B as it follows the exhaust pulse rarified tail portion.

[0036] At higher engine rpms the length of pipes 31A & 31B, and 32A & 32B becomes important as they are acoustically coupled and operate to some extent like a common tuning fork. In this way they have a very high “Q” or resonance/couple. Of interest here is that being a conduit of air flow, each pair of pipes actually has not one, but three highly resonant frequencies. Each frequency tends to create standing waves. A standing wave is defined in an open ended tube as a high pressure area at each opening, with a lower pressure area at the center of the pipe length. An acoustically created pressure region that is at the entrance to the vacuum break chamber allows instantaneous pressure forces to more quickly and more forcefully act to return overscavenge to said engine chamber. The three resonant rpms for such a tuning fork outlet can be 2,000, 4,000, and 6,000 rpm for a 8 cylinder engine. These resonant rpms become the approximate power peaks created by the induction exhaust system. Using twin tuning fork outlets allows the three peaks, each, to be slightly broader.

[0037] The cross over pipe 33 acts to feed resonance from one pair of tuning fork outlet pipes 31A & 31B to the other 32A & 32B, and visa versa. It also can be used to set up a secondary tone, normally associated with high performance vehicles. Altering its length and diameter allow a selection of exhaust tones to be added to the exhaust sounds, adding pleasure to the driving experience.

[0038] Sound pressure, noise, is a sinusoidal wave of alternating regions of high and low pressure waves through air. The induction exhaust system uses such high and low pressure waves to induct overscavenge back into said engine combustion chamber for another attempt at clean, complete combustion. Much of this sound pressure energy is therefore consumed in this induction process, reducing sound levels, in most cases eliminating the need for mufflers, or in the very least, reducing their size.

[0039] The induction of overscavenge, raw air fuel, free radicals (NO_(X), incompletely burned fuel . . .) allows more of the energy presented to the engine in the form of fuel to be more efficiently burned and converted into mechanical energy. Such induction also reduces emissions of CO_(2,) CO, HC, NO_(X), HC—R.

[0040] Catalytic converters typically convert the targeted emissions of CO & HC into the non-targeted, but even more harmful, emissions of HCN & CN—R. Herein described induction exhaust will induct such cyanide compounds into the combustion chamber for incineration and liberation of their potential energy, thus increasing power while reducing emissions.

[0041] The number, or size, of catalytic converters can therefore be reduced when herein described induction exhaust system is used. Many vehicles use two, four, even six converters to increase the “residency time” of the targeted emissions. Because the targeted emissions are much more highly concentrated in the free radical portion of the overscavenge, they are forced to pass through the converters three times by the herein described induction exhaust system. Thus, residency time is tripled. Meaning that it should be possible to get the same conversion efficiency as a three converter system, from a single converter system when used with herein described induction exhaust system.

[0042] In another embodiment of the invention, FIG. 16, a vacuum break chamber 36 & 37 is installed between the engine exhausts 34 & 35 and what are now boost chambers 38 & 39, connected by cross over tube 40. When the vacuum break chamber is moved closer to the engine, the exhaust pulse travels a shorter distance before the rarified condition behind it is relieved, meaning that less overscavenge is pulled from the engine, and less time is required for induction, which means that a higher rpm engine could benefit from an induction exhaust with a closer vacuum break chamber. Less overscavenge induction volume could mean slightly less power at low rpm.

[0043] But, the bigger benefit from adding a vacuum break chamber to the two chamber system shown in FIG. 17 is that chambers 38 & 39 become boost chambers that help to use otherwise wasted exhaust pulse energy to create pressure to better force induction of overscavenge and even atmospheric air into the combustion chamber of said engine.

[0044] To better illustrate the high rpm function of this embodiment, FIG. 16 shows four exhaust pulses within the system; in order of occurrence, the first 52 exiting tuned pipe 44, second 51 traveling through tuned pipe 41, third 50 traveling through pipe 59, and the most recent exhaust pulse 49 entering pipe 34. The only overscavenge 53, present in the system is entering pipe 35. As exhaust pulse 50 clears vacuum break 37, higher pressure is allowed to push overscavenge 53 and free radicals 54 back into the exhaust port and cylinder from which it came. Higher pressure is also allowed to relieve the low pressure wave drag upon exhaust pulse 50, allowing it to conserve its kinetic energy. As higher pressure air escapes from vacuum break chamber 37, it is replaced by air coming from vacuum break chamber 36 via tube 56. Said vacuum break chamber 36 is pressure charged from both advancing exhaust pulse 55 in tube 34, and by the pressure wave created by exhaust pulse 50 in tube 59, traveling through boost chamber 39, tuned cross over tube 40, boost chamber 38, tube 60 flowing into said vacuum break chamber 36. Air pressure escape is blocked in boost chamber 39 by exhaust pulse 52 in tube 44, and by a resonant standing wave pressure front in tube 43 at 58. Boost chamber 38 is likewise sealed by exhaust pulse 51 in tube 41 and a resonant standing wave pressure front in tube 42 at 57.

[0045] In summary, regarding induction exhaust, overscavenge induction; 1) exhaust pulse scavenge is allowed to sweep said engine combustion chamber clean & to initiate air fuel induction for the subsequent intake stroke 53 & 54, 2) when the exhaust pulse passes a vacuum break chamber 37, higher pressure air flows in front of the advancing scavenge flow separating overscavenge 54 from energetic exhaust pulse matter 50, 3) higher pressure air effectively reverses the outward flow of overscavenged free radicals and unburned air fuel, forcing such overscavenge to ultimately be inducted into said exhaust port, 4) such materials inducted during valve overlap form a layering of such matter on the piston surface as said piston recedes on its intake stroke (FIG. 6 item 10), and 5) induction exhaust function ends when the exhaust valve closes and induction continues solely through conventional intake induction (not shown).

[0046] In summary, regarding induction exhaust, conservation of energy; 1) exhaust pulse head pressure 55 is reduced due to vacuum break chamber 36 via tube 56 to low pressure wave in vacuum break chamber 37, 2) exhaust pulse rarefaction wave drag 54 is reduced when exhaust pulse 50 passes through vacuum break chamber 37 and such low pressure wave is relieved by higher pressure air flowing from tube 56, 3) exhaust pulse 50 head pressure is relieved into boost chamber 39, through tuned cross over tube 40, through boost chamber 38, flowing into said tube 60, 4) exhaust pulse 52 is pushed by said pressure wave in boost chamber 39, and 5) exhaust pulse 51 is pushed by said pressure wave in boost chamber 38.

[0047] Internal combustion engine thermal efficiency gains are more likely to be found in herein described induction exhaust method; recovering wasted exhaust cycle energy and using it to supplement the anemic internal combustion engine intake cycle. Approximately 70% of combustion energy in a gasoline, internal combustion engine is spewed out the exhaust cycle. Yet, in a typical 200 horsepower gasoline engine; for each horsepower used to compress air fuel into the combustion chamber, about 20 horse power is returned at the crankshaft. A turbo charger is the classic example of this process of converting waste exhaust energy into increased induction of air and fuel, without removing power from the crankshaft. The preferred embodiments uses some portion of the normally wasted exhaust energy to capture and force free radicals, unburned air fuel and atmospheric air, into the exhaust port and combustion chamber to increase combustion chamber pressures and thermal efficiency, while reducing all emissions. Herein described induction exhaust system is an improvement over a turbo charger in that it has the potential to 1) offer superior low rpm torque, 2) use no moving parts (in its simplest form), 3) be lighter in weight, 4) offer superior fuel efficiency, 5) reduce emissions, and 6) be vastly less expensive in terms of initial cost and maintenance.

[0048] The invention may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive and the scope of the invention is, therefore, indicated by the appended claims rather than the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope. 

What is claimed is:
 1. An exhaust system for an internal combustion engine having at least two exhaust ports and having two exhaust pipes flow connected to each port; said system comprising: (a) a first chamber, having an engine side connection and an opposite engine side connection; (b) said exhaust pipes are flow connected with said engine side connection of said first chamber; (c) a second chamber, having an engine side connection and an opposite engine side connection; (d) a first pair of exhaust pipes, flow connected from said first chamber opposite engine side connection to said engine side connection of said second chamber; and (e) a second pair of exhaust pipes, flow connected from said opposite engine side of said second chamber to the atmosphere.
 2. The system according to claim 1, further comprising: (a) said third pair of exhaust pipes are of equal length.
 3. The system according to claim 1, further comprising: (a) said third pair of exhaust pipes are of a length equal to a multiple of a prime number.
 4. The system according to claim 1, further comprising: (a) at least one catalytic converter is flow connected between said engine exhaust port and said first chamber.
 5. An exhaust system for an internal combustion engine having at least two exhaust ports and having two exhaust pipes flow connected to said ports, said system comprising: (a) a first chamber, having an engine side connection and an opposite engine side connection; (b) said exhaust pipes are flow connected with said engine side connection of said first chamber; (c) a second chamber and a third chamber, each having an engine side connection and an opposite engine side connection; (d) a first pair of system pipes having a left pipe and a right pipe, each said pipe having an engine end and an opposite engine end; (e) said left engine end of said first pair of system pipes is flow connected with said first chamber opposite engine side to said second chamber engine side and flow aligned with said exhaust pipe; (f) said right engine end of said first pair of system pipes is flow connected with said first chamber opposite engine side to said third chamber engine side and is flow aligned with said exhaust pipe; (g) a second pair of system pipes, flow connected from said opposite engine side of said second chamber to the atmosphere; and (h) a third pair of system pipes, flow connected from said opposite engine side of said second chamber to the atmosphere.
 6. The system according to claim 5, further comprising: (a) a first cross over pipe flow connecting said engine side connection of said first chamber to said engine side connection of said second chamber;
 7. The system according to claim 5, further comprising: (a) said second pair of system pipes and said third pair of system pipes are of equal length.
 8. The system according to claim 5, further comprising: (a) said second pair of exhaust pipes and said third pair of exhaust pipes are of a length equal to a multiple of a prime number.
 9. The system according to claim 5, further comprising: (a) at least one catalytic converter is flow connected within said exhaust pipe.
 10. The system according to claim 5, further comprising: (a) at least one catalytic converter is flow connected within each pipe of said first pair of system pipes.
 11. An exhaust system for an internal combustion engine having at least two exhaust ports and having a first exhaust pipe and a second exhaust pipe flow connected to each said port, said system comprising: (a) a first chamber and a second chamber, each having an engine side connection and an opposite engine side connection; (b) said first exhaust pipe is flow connected with said engine side connection of said first chamber; (c) said second exhaust pipe is flow connected with said engine side connection of said second chamber; (d) a first pair of exhaust pipes, flow connected from said opposite engine side connection of said first chamber to the atmosphere; and (e) a second pair of exhaust pipes, flow connected from said opposite engine side connection of said second chamber to the atmosphere.
 12. The system according to claim 11, further comprising: (a) a cross over pipe flow connecting said engine side connection of said first chamber to said engine side connection of said second chamber.
 13. The system according to claim 11, further comprising: (a) said second pair of exhaust pipes and said third pair of exhaust pipes are of equal length.
 14. The system according to claim 12, further comprising: (a) said first pair of exhaust pipes has a first pipe and a second pipe, each said first pipe and said second pipe having a chamber end and an atmosphere end; (b) said second pair of exhaust pipes has a first pipe and a second pipe, each said first pipe and said second pipe having a chamber end and an atmosphere end; (c) said chamber end of said first pipe of said first pair of exhaust pipes is flow connected to said opposite engine side of said first chamber; (d) said chamber end of said first pipe of said second pair of exhaust pipes is flow connected to said opposite engine side of said second chamber; and (e) said atmosphere end of said first pipe of both said first pair of exhaust pipes and said second pair of exhaust pipes is each flow connected to a source of atmospheric air that has pressure above that of static atmospheric pressure.
 15. The system according to claim 11, further comprising: (a) said second pair of exhaust pipes and said third pair of exhaust pipes are of a length equal to a multiple of a prime number.
 16. The system according to claim 11, further comprising: (a) said atmosphere end of said first pipe of both said first pair of exhaust pipes and said second pair of exhaust pipes is each flow connected to a source of gasses other than atmospheric air, that have pressure above that of ambient, surrounding atmospheric air pressure.
 17. An exhaust system for an internal combustion engine having at least one exhaust port and having a single exhaust pipe flow connected to all said exhaust port(s), said exhaust system comprising: (a) a first chamber, having an engine side connection and an opposite engine side connection; (b) said exhaust pipe is flow connected to said engine side connection of said first chamber; (c) a hollow resonator structure, having an open end, said open end flow connected to said engine side connection of said first chamber; (d) a second chamber, having an engine side connection and an opposite engine side connection; (e) a first pair of exhaust pipes, flow connected from said first chamber opposite engine side connection to said engine side connection of said second chamber; and (f) a second pair of exhaust pipes, flow connected from said opposite engine side of said second chamber to the atmosphere.
 18. The system according to claim 17, further comprising: (a) said second pair of exhaust pipes are of equal length.
 19. The system according to claim 17, further comprising: (a) said third pair of exhaust pipes are of a length equal to a multiple of a prime number.
 20. An exhaust system for an internal combustion engine having at least one exhaust port and having a single exhaust pipe flow connected from each said exhaust port(s); said exhaust system comprising: (a) a “Y” flow adapter, having a single engine side connection and first and a second opposite engine side connections; (b) said single exhaust pipe flow connecting to said single engine side connection of said adapter; (c) a first chamber and a second chamber, each having an engine side connection and an opposite engine side connection; (d) a first pair of exhaust pipes, having a first pipe and a second pipe; (e) said first pipe of said first pair of exhaust pipe flow connects said first adapter opposite engine side connection to said engine side connection of said first chamber; (f) said second pipe of said first pair of exhaust pipe flow connects said second adapter opposite engine side connection to said engine side connection of said second chamber; (g) a cross over pipe flow connecting said engine side connection of said first chamber to said engine side connection of said second chamber; (h) a second pair of exhaust pipes, flow connected from said opposite engine side of said first chamber to the atmosphere; and (i) a third pair of exhaust pipes, flow connected from said opposite engine side of said second chamber to the atmosphere.
 21. The system according to claim 20, further comprising: (a) said third pair of exhaust pipes and said fourth pair of exhaust pipes are of equal length.
 22. The system according to claim 20, further comprising: (a) said third pair of exhaust pipes and said fourth pair of exhaust pipes are of a length equal to a multiple of a prime number.
 23. The system according to claim 20, further comprising: (a) at least one catalytic converter is flow connected between said engine exhaust port and said first chamber and said second chamber.
 24. The system according to claim 20, further comprising: (a) said adapter is replaced with a third chamber; and (b) a resonant chamber is flow connected to the engine side of said third chamber.
 25. An apparatus for processing matter traveling through an exhaust port of a multiple cylinder engine, wherein a series of exhaust pulses are produced in the cylinders of such engine, said method comprising the steps of: means for communicating the trailing scavenge, low pressure, wave from a preceding exhaust pulse to a subsequent exhaust port flow path structure; means for reducing flow resistance, in such subsequent structure, to burned exhaust gases flow path, by such low pressure wave removal of residual gases residing in such flow structure; means for scavenging exhaust gases rapidly from such subsequent port, into such flow structure, during the initial portion of its exhaust stroke with the continued aid of such low pressure wave, to allow a more complete removal of such gases from that cylinder; means for separating completely burned exhaust gases from less energetic unburned gases and free radicals scavenged from the exhaust port, by means of a vacuum break placed down stream from such subsequent port in such flow path structure; means for selecting the type of gases allowed to escape from the exhaust system, by the proper location of a vacuum break placed along the length of such exhaust flow path structure; means for expelling energetic, burned exhaust gases out the tail pipe, due to the relatively higher pressure atmospheric gases allowed to enter the vacuum break behind such rapidly outward traveling exhaust pulse; and means for inducting into such exhaust port, some portion of the less energetic relatively less burned matter, due to the relatively higher pressure atmospheric gases allowed to enter the vacuum break in front of such relatively slower outwardly flowing matter.
 26. An apparatus for processing matter according to claim 25, wherein said method also comprises the additional step of: means for relocating such vacuum break along such subsequent port flow path, to adapt to a change in the quantity and frequency of such burned exhaust gas pulse.
 27. An apparatus for processing matter according to claim 25, wherein said method also comprises the additional step of: means for relocating such vacuum break along such subsequent port flow path, to adapt to a change in the desired composition of matter separated by such vacuum break.
 28. An apparatus for processing matter according to claim 25, wherein said method also comprises the additional step of: means for inducting in the exhaust port, free radicals, due to the relatively higher pressure atmospheric gases, allowed to enter the vacuum break in front of such outwardly flowing gases.
 29. An apparatus for processing matter according to claim 28, wherein said method also comprises the additional step of: means for inducting in the exhaust port, atmospheric air allowed to enter the vacuum break, due to its relatively higher atmospheric pressure relative to the lower combustion chamber pressure during valve overlap period.
 30. An apparatus for processing matter according to claim 28, wherein said method also comprises the additional step of: means for inducting in the exhaust port, fresh matter composed of fuel, oxidizer and/or catalyst materials, allowed to enter the vacuum break, due to their relatively higher pressure relative to the lower combustion chamber pressure during valve overlap period.
 31. An apparatus for processing matter according to claim 27, wherein said method also comprises the additional step of: means for inducting in the exhaust port, fresh matter composed of substances selected for their ability to affect exhaust emissions, allowed to enter the vacuum break, due to their relatively higher pressure relative to the lower combustion chamber pressure during valve overlap period.
 32. A composition of matter, inducted into the combustion chamber of an internal combustion engine via its exhaust port comprising: (a) a sequential, multiple layering of matter upon said engine's internal combustion surfaces, mainly upon said engine's prime mover, (b) a first said layer composed of unburned air fuel mixture; (c) a second said layer composed of one or more of the following energized free radicals of NO_(X), CO_(X), HO⁻, H⁺, C_(N)H_(2N−X), CN, CN—R, C_(N)H_(2N+1)OH, N_(X) ⁻, SO_(X) ⁻ and H₂O; and (d) a third said layer composed of unburned air fuel mixture.
 33. A composition of matter according to claim 32, further comprising: (a) said third said layer is composed of atmospheric air; and (b) a fourth said layer composed of unburned air fuel mixture.
 34. A composition of matter according to claim 32 further comprising: (a) a portion of said matter is heated above atmospheric temperature.
 35. A composition of matter according to claim 32 further comprising: (a) a portion of said matter is cooled below exhaust gas temperature.
 36. A composition of matter according to claim 32 further comprising: (a) a portion of said matter is heated to a temperature above that of ambient atmospheric air.
 37. An exhaust apparatus for producing a unique composition of matter, inducted into the combustion chamber of an internal combustion engine via its exhaust port, a sequential layering of matter upon said engine's internal combustion surfaces, mainly of said engine's prime mover, comprising: (a) at least one vacuum break chamber for capturing and re-inducting an exhaust flow of any one or more of the following matter; i) unburned air fuel mixture; ii) unburned fuel; iii) partly burned fuel; iv) at least one of the following energized free radicals of NO_(X), CO_(X), HO⁻, H⁺, C_(N)H_(2N−X), CN, CN—R, C_(N)H_(2N+1)OH, N_(X) ⁻, SO_(X) ⁻ and H₂O; (b) at least one exhaust pipe flow connecting said exhaust ports to said vacuum break chamber(s); and (c) at least two exiting pipes flow connecting said chamber(s), ultimately, with the atmosphere.
 38. An exhaust apparatus for producing a composition of matter according to claim 37, further comprising: (a) said matter layering also includes at least one of the following; 1) atmospheric air; and 2) any other substance presented to an exhaust system.
 39. An exhaust apparatus for producing a composition of matter according to claim 37, further comprising: (a) at least one said chamber includes a surface intended to allow heating of said matter above atmospheric temperature.
 40. An exhaust apparatus for producing a composition of matter according to claim 37, further comprising: (a) at least one said chamber includes a surface intended to allow cooling of said matter below instant exhaust gas temperature.
 41. An exhaust apparatus for producing a composition of matter according to claim 37, further comprising: (a) at least one said chamber includes a pressurizing surface to allow induction of said matter presented under a pressure greater than that instantly found in said port.
 42. An exhaust apparatus for producing a composition of matter according to claim 37, further comprising: (a) at least one said chamber includes a surface dimension and volume designed to allow induction of said matter due to the instant storage of incoming inertia, or momentum, as pressure, then conversion of said pressure into flow velocity back toward said port.
 43. An exhaust apparatus for producing a composition of matter according to claim 37, further comprising: (a) at least one said chamber flow connects to a resonant chamber whose length and volume designed to allow inducting said matter due to the instant storage of incoming acoustic forces or resonance energies first as sound pressure, then conversion of such pressure into flow velocity toward said port.
 44. An exhaust apparatus for producing a composition of matter according to claim 37, further comprising: (a) said exhaust pipe has a diameter and length designed to allow induction of said mailer due to the instant storage of an incoming standing or traveling wave as acoustic pressure and conversion of such pressure into flow velocity back toward said port.
 45. An exhaust apparatus for producing a composition of matter according to claim 37, further comprising: (a) said chamber includes an aligning of one or more said exhaust pipes with one or more said exiting pipes so as to create a digital pulse wave to induct said matter to said port.
 46. An exhaust apparatus for producing a composition of matter according to claim 38, further comprising: (a) at least one said chamber includes a surface dimension and volume designed to allow induction of said matter due to the instant storage of the incoming reflected back- pressure wave, first as pressure, then converting said pressure into flow velocity back toward said port.
 47. An exhaust apparatus for producing sequentially timed, alternating flow condition events presented to an internal combustion engine, comprising: (a) a vacuum break chamber to generate an initial low pressure condition event period in said engine's exhaust port; (b) said chamber generates a subsequent higher gas pressure condition event period as a means to limit and reduce overscavenge of raw, unburned air/fuel from said exhaust port; and (c) said chamber generates a further subsequent continued event period of said higher gas pressure condition as a means to induct said overscavenge of raw, unburned air/fuel back into said port.
 48. An exhaust apparatus according to claim 47, further comprising: (a) said chamber generates said further subsequent further subsequent event period as a means to induct free radicals and partially burned combustion products from previous exhaust events back into said port.
 49. An exhaust apparatus according to claim 48, further comprising: (a) said chamber generates said further subsequent further continued event period as a means to induct fresh atmospheric air into said port.
 50. An exhaust apparatus according to claim 48, further comprising: (a) said chamber generates said further subsequent continued event period as a means to induct fresh matter composed of any one or more of the following; fuel, oxidizer, and/or catalyst substances into said port.
 51. An exhaust apparatus according to claim 48, further comprising: (a) said chamber generates said further subsequent continued event period as a means to induct fresh matter composed of substances selected for their ability to affect exhaust emissions into said port.
 52. In combination: (a) An exhaust apparatus for producing sequentially timed, alternating flow condition events presented to an internal combustion engine, comprising: (1) a chamber to generate an initial low pressure condition event period in said engine's exhaust port; (2) said chamber to generate a subsequent higher gas pressure condition event period as a means to limit and reduce overscavenge of raw, unburned air/fuel from said exhaust port; and (3) said chamber to generate a further subsequent continued event period of said higher gas pressure condition as a means to re-introduce said overscavenge of raw, unburned air/fuel back into said port; and (b) An exhaust apparatus for producing a composition of matter, presented to the combustion chamber of an internal combustion engine via one or more exhaust ports to produce a sequential layering of said matter upon said engine's internal combustion surfaces, mainly of said engine's prime mover, comprising: (1) one or more chambers for capturing an exhaust flow of any one or more of the following; i) unburned air fuel mixture; ii) unburned fuel; iii) partly burned fuel; iv) one or more of the following energized free radicals of NO_(X), CO_(X), HO⁻, H⁺, C_(N)H_(2N−X)CN, CN—R, C_(N)H_(2N+1)OH, N_(X) ⁻, SO_(X) ⁻ and H₂O; v) atmospheric air; and vi) any other substance presented to an exhaust system.
 53. A method of processing matter traveling through an exhaust port of a multiple cylinder engine, wherein a series of exhaust pulses are produced in the cylinders of such engine, said method comprising the steps of: communicating the trailing scavenge, low pressure, wave from a preceding exhaust pulse to a subsequent exhaust port flow path structure; reducing flow resistance, in such subsequent structure, to burned exhaust gases flow path, by such low pressure wave removal of residual gases residing in such flow structure; scavenging exhaust gases rapidly from such subsequent port, into such flow structure, during the initial portion of its exhaust stroke with the continued aid of such low pressure wave, to allow a more complete removal of such gases from that cylinder; separating more completely burned exhaust gases from less energetic unburned gases and free radicals scavenged from the exhaust port, by means of a vacuum break placed down stream from such subsequent port in such flow path structure; selecting the type of gases allowed to escape from the exhaust system, by the proper location of a vacuum break placed along the length of such exhaust flow path structure; expelling energetic, more completely burned exhaust gases out the tail pipe, due to the relatively higher pressure atmospheric gases allowed to enter the vacuum break behind such rapidly outward traveling exhaust pulse; inducting into such exhaust port, some portion of the less energetic relatively less burned matter, due to the relatively higher pressure atmospheric gases allowed to enter the vacuum break in front of such relatively slower outwardly flowing matter.
 54. A method of processing matter according to claim 53, wherein said method also comprises the additional step of: relocating such vacuum break along such subsequent port flow path, to adapt to a change in the quantity and frequency of such burned exhaust gas pulse.
 55. A method of processing matter according to claim 53, wherein said method also comprises the additional step of: relocating such vacuum break along such subsequent port flow path, to adapt to a change in the desired composition of matter separated by such vacuum break.
 56. A method of processing matter according to claim 53, wherein said method also comprises the additional step of: inducting in the exhaust port, free radicals, due to the relatively higher pressure atmospheric gases, allowed to enter the vacuum break in front of such outwardly flowing gases.
 57. A method of processing matter according to claim 56, wherein said method also comprises the additional step of: inducting in the exhaust port, atmospheric air allowed to enter the vacuum break, due to its relatively higher atmospheric pressure relative to the lower combustion chamber pressure during valve overlap period.
 58. A method of processing matter according to claim 56, wherein said method also comprises the additional step of: inducting in the exhaust port, fresh matter composed of fuel, oxidizer and/or catalyst materials, allowed to enter the vacuum break, due to their relatively higher pressure relative to the lower combustion chamber pressure during valve overlap period.
 59. A method of processing matter according to claim 55, wherein said method also comprises the additional step of: inducting in the exhaust port, fresh matter composed of substances selected for their ability to affect exhaust emissions, allowed to enter the vacuum break, due to their relatively higher pressure relative to the lower combustion chamber pressure during valve overlap period.
 60. An exhaust system for an internal combustion engine having at least four exhaust ports; said system comprising; (a) a first bank of head pipes and a second bank of head pipes of substantially equal number, having a port end and a non-port end; (b) a first chamber and a second chamber, each having an engine side and an opposite engine side, each chamber having a left end and a right end; (c) said first bank of head pipes port ends are flow connected to said engine exhaust ports, and said non-port ends are flow connected to said first chamber engine side, substantially one half in number on said left end and remaining tubes on said right end; (d) said second bank of head pipes port ends are flow connected to said engine exhaust ports, and said non-port ends are flow connected to said second chamber engine side, substantially one half in number on said left end and remaining tubes on said right end; (e) a third chamber having an engine side and an opposite engine side, and a right end and a left end; (t) a first pair and a second pair of exhaust tubes, each pair having a right and a left tube, each tube having an engine end and an opposite engine end; (g) said first pair of tubes engine end flow connects to said first chamber opposite engine side, left tube on the left end and right tube on the right end; (h) said second pair of tubes engine end flow connects to said second chamber opposite engine side, left tube on the left end and right tube on the right end; (i) said left tube of said first pair opposite engine end flow connects to said third chamber engine side, left end; (j) said right tube of said second pair opposite engine end flow connect to said third chamber engine side, right end; (k) said right tube of said first pair opposite engine end flow connects to said third chamber engine side, right end; (l) said left tube of said second pair opposite engine end flow connects to said third chamber engine side, left end; (m) a third pair of tubes having a left tube and a right tube, each said tube having an engine end and a opposite engine end; (n) said engine end of said left tube of said third pair flow connects to said left end of said third chamber opposite engine side, leaving said tube opposite engine end flow open to the atmosphere; (o) said engine end of said right tube of said third pair flow connects to said right end of said third chamber opposite engine side, leaving said tube opposite engine end flow open to the atmosphere.
 61. An exhaust system for an internal combustion engine having at least four exhaust ports; said system comprising; (a) a first bank of head pipes and a second bank of head pipes of substantially equal number, having a port end and a non-port end; (b) a first chamber and a second chamber, each having an engine side and an opposite engine side, each chamber having a left end and a right end; (c) said first bank of head pipes port ends are flow connected to said engine exhaust ports, and said non-port ends are flow connected to said first chamber engine side, substantially one half in number on said left end and remaining tubes on said right end; (d) said second bank of head pipes port ends are flow connected to said engine exhaust ports, and said non-port ends are flow connected to said second chamber engine side, substantially one half in number on said left end and remaining tubes on said right end; (e) a third chamber and a fourth chamber, each having an engine side and an opposite engine side, and a right end and a left end; (f) a first pair and a second pair of exhaust tubes, each pair having a right and a left tube, each tube having an engine end and an opposite engine end; (g) said first pair of tubes engine end flow connects to said first chamber opposite engine side, left tube on the left end and right tube on the right end; (h) said second pair of tubes engine end flow connects to said second chamber opposite engine side, left tube on the left end and right tube on the right end; (i) said left tube of said first pair opposite engine end flow connects to said third chamber engine side, left end; p1 (j) said right tube of said second pair opposite engine end flow connect to said fourth chamber engine side, right end; (k) said right tube of said first pair opposite engine end flow connects to said fourth chamber engine side, left end; (l) said left tube of said second pair opposite engine end flow connects to said third chamber engine side, right end; (m) a third pair of tubes having a left tube and a right tube, each said tube having an engine end and a opposite engine end; (n) said engine end of said left tube of said third pair flow connects to said left end of said third chamber opposite engine side, leaving said tube opposite engine end flow open to the atmosphere; (o) said engine end of said right tube of said third pair flow connects to said right end of said third chamber opposite engine side, leaving said tube opposite engine end flow open to the atmosphere. (p) a fourth pair of tubes having a left tube and a right tube, each said tube having an engine end and a opposite engine end; (q) said engine end of said left tube of said fourth pair flow connects to said left end of said fourth chamber opposite engine side, leaving said tube opposite engine end flow open to the atmosphere; (r) said engine end of said right tube of said fourth pair flow connects to said right end of said fourth chamber opposite engine side, leaving said tube opposite engine end flow open to the atmosphere.
 62. An exhaust system for an internal combustion engine having at least one exhaust port and having one exhaust pipe flow connected to each port; said system comprising: (a) a first chamber, having an engine side connection and an opposite engine side connection; (b) said exhaust pipe is flow connected with said engine side connection of said first chamber; (c) a first pair of exhaust pipes, flow connected from said first chamber opposite engine side connection to the atmosphere.
 63. An exhaust system for an internal combustion engine having at least two exhaust ports and having two exhaust pipes flow connected to each port; said system comprising: (a) a first chamber, having an engine side connection and an opposite engine side connection; (b) said exhaust pipes are flow connected with said engine side connection of said first chamber; (c) a first pair of exhaust pipes, flow connected from said first chamber opposite engine side connection to the atmosphere. 